Railway-frog structure.



Patented Dec. 3|, l90l.

W. WHARTON, JR. &. V. ,ANGERER. RAILWAY FROG STRUCTURE.

(Application filed Oct. 10, 1901.) (No Model.) 2 Sheets-Sheet l.

2 Sheets-Shea! 2.

Patented Dec. 3|, I901. W. WHARTON, .IB. & V. ANGERER. RAILWAY FROG STRUCTURE.

v (Application filed on. 10; 1901 (No Model.)

UNITED STATES PATENT OFFICE.

WVILLIAM WHARTON, JR., AND VICTOR ANGERER, OF'PHILADELPHIA, PENNSYLVANIA, ASSIGNORS TO WILLIAM WHARTON, JR., & COM- PANY, INCORPORATED, OF PHILADELPHIA, PENNSYLVANIA, A COR- PORATION OF PENNSYLVANIA.

RAILWAY-FROG STRUCTURE.

SPECIFICATION forming part of Letters Patent N 0. 690,836, dated December 31, 1901.

Application filed October 10, 1901- Serial No. 78,200. (No model.)

To all whom it may concern.-

Be it known that we, WILLIAM WHARTON, Jr., and VICTOR ANGERER, citizens of the United States, and residents of Philadelphia, Pennsylvania, have invented certain Improvements in Railway-Frog Structures, of which the following is a specification.

The object of our invention is to'make a substantial railway-frog in which a hardmet-al section is used in connection with the ordinary rails of a railway. attain by allowing the hard-metal portion, which forms the point and the side-bearing portions of the frog, to overhang the wingrails, as fully described hereinafter.

In the accompanying drawings, Figure 1 is a plan view of a railway-frog, illustrating our invention. Fig. 2 is a transverse section on the line 2 2, Fig. 1. Fig. 3 is a transverse sec tion on the line 3 3, Fig. 1. Fig. 4 is a perspective view of the hard-metal portion. Fig. 5 is 'a plan view of a modified form of the structure shown in Fig. 1. Fig. 6 is a transverse section on the line 6 6, Fig. 5. Fig. 7 is a transverse section on the line 7 7, Fig. 5. Fig. 8 is a transverse section on the line 8 8, Fig. 5. Fig. 9 is a transverse section showing a further modification of the invention.

A is the hard-metal portion, which is preferably made of manganese steel. This hardmetal portion has a point a and side-bearing -flanges a a, separated from the point by the grooves c c. The rails B B are secured to the tongue a extending from one end of the hardmetal portion A.

D D are rails in line with the rails B and B, respectively, and are bent out, forming wing-rails D D The heads of the wing-rails D D are cut away, as shown in the transverse sectional views, Figs. 2 and 3, and the side-bearing flanges a a of the hard-metal portion A extend above the cut-away portions of the rails D D and overhang said rails. Lips a a depend from each side of the hardmetal section A, and thus extend downwardly outside of the rails 1) D respectively. The base of the hard-metal section A rests upon the base -flanges of the wing-rails D D as This object we shown, so that when the transverse bolts E are passed through the wing-rails and the hard-metal section and the nuts 6 screwed up tight the hard-metal section is rigidly secured to the rails. Longitudinal reinforcing-bars F F may be used between the head and the baseflange of the rails D D as shown in Figs. 2 and 3, in order to strengthen them, if desired. The inner edges of the bearing-flanges a a are in line with the inner edges of the rails D D respectively, and these rails are preferably beveled at d, so as to widen the throats at c, and the vertical joints between these bearing-flanges and the rails are preferably at an angle, as shown at 121i and 'L 11.

The hard-metal section A may be secured to the rails by any desired number of transverse bolts or by other fastening devices, if preferred.

In Figs. 5, 6, and 7 we showa modification in which the outside depending lips of the hard-metal portion A are continued downwardly, forming deep flanges a a, which extend to and rest upon the outside base-flanges of the rails D D respectively. This construction can be'used when it is desired to more rigidly support the outer edges of the hard-metal portion A. In this case openings ff are made in the depending flanges a a to allow for the reception of the heads and nuts of the transverse bolts E. Washers e are preferably used, so that the nut 6 need not pass into the recess.

In Fig. 9 we show two hard-metal portions A A, with outside depending flanges overlapping the wing-rails and resting upon the flanges thereof, and an independent pointsection A separated from the sections A A by spacing-blocks O O. In this instance the outside depending flanges a a not only rest upon the base-flanges of the rails D D but extend outside of them down to a level with the bottom of the rails and rest upon the ties also.

If the frog is intended to be used at a place in the track where the travel over itis greater on one of its sides than the other, then in such case the hard-metal section may be made to cut away and a hard-metal section mounted between the wing-rails and secured to the track-rails and to the wing-rails and overlapping the wing-rails, substantially as described.

3. The combination in a railway-frog, of the track-rails, wing-rails and a hard-metal section having a point and bearing-flanges, the heads of the wing-rails being cut away, and the said hard; metal section extending over the reduced portions thereof and having depending lips outside of the said reduced portions, substantially as described.

4. The combination in a railway frog, of the track-rails, wing-rails and a hard-metal section having a point and bearing-flanges, the heads of the wing-rails being cut away, and the said hard-metal section extending over the reduced portions thereof and having depending flanges outside of the wing-rails which extend downward to and'rest upon the base of said wing-rails, substantially as de scribed.

5. The combination in a railway-frog, of the track-rails, the frog-point, the wing-rails, the heads of said wing-rails being reduced in height, and a hard-metal section or sections extending over the reduced portions of the wing-rails, substantially as described.

6. The combinationdn a railway-frog, of the track-rails, one of said track-rails being extended to form a wing-rail, the head of said wing-rail being cut away, with a metallic section extending above the cut-away portion of said wing-rail, substantially as described.

In testimony whereof we have signed our .names to this specification in the presence of two subscribing witnesses.

\VILLIAM WHARTON, JR. VICTOR ANGERER.

Witnesses:

Enw. RAMSEY, J AMES MCFETRIDGE. 

